Flying shear



O United States Patent [111 3,538,798

[72] inventor Julian S. Taylor [56] References Cited 8600 SW 8, Oklahoma City, Oklahoma UNITED STATES PATENTS 73108 2,193,259 3/1940 Sheperdson 33/290 [211 PP 774,112 8 2,341,011 2/1944 Bascom et al 83/289 [221 FM 2"; 7 rt fser No 3,410,163 11/1968 Taylor 83/289 on lnua 1 n-ln-pa o 590,415, 0a. 28, 1966, now Pat N0. FOREIGN PATENTS 3 41 3 1,023,547 1/1958 Germany 83/289 [45] Patented 1970 Primary ExaminerFrank T. Yost Continuation-impart of application Ser. No. Robert Rhea 590,415, Oct. 28, 1966, now Patent No.

3,410,163. This application Nov. 7, 1968,

Ser. No. 774,112 ABSTRACT: In a flying shear an upright hollow frame forms an air pressure reservoir. A pair of shafts, extending through and horizontally journaled by the reservoir, are secured at one end to cooperating shear blades and are secured at their other [54] FLYING SHEAR ends to meshed cog wheels. A brake equipped one-way cam 7Claims' 10 Drawing clutch, having a toothed gear meshing with one of the cog [52] US. Cl 83/289, Wheels, i j urnal d y the frame. A frame supported power 33/290, 83/345 cylinder, connected with one of the cog wheels, is controlled [51] Int. Cl B26d l/56 by a centrifugal switch and a series of solenoid and pressure [50] Field of Search .l 83/289, ope ated valve means for initiating a shear in response to a 290, 365, 372, 343, 345 shearing signal and returning the shear blades to start position.

Patented Noir. 10, 1970 Sheet m mvE Y La.

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FLYING SHEAR cnoss REFERENCE TO RELATED APPLICATION cation filed by me in the United States Patent Office on Oct. 28, 1966, Ser. No. 590,415, for FLYING SHEAR now US. Pat. No. 3,410,163.

BACKGROUND OF THE INVENTION The present invention relates to a device for cutting longitudinally moving stock and more particularly to a flying shear.

In production of steel by rolling mills, such as elongated bars, the lead portion of the bars tend to fray or split and it is necessary that this split end portion be trimmed off the bar while the latter is heated to at least a cherry red temperature for subsequent movement of the bar through finishingprocesses. This is usually accomplished by a flying shear which is actuated by the presence of the bar stock. In the rolling or processing of steel it is also desirable to shear the bars to shorter lengths without interrupting or slowing down the process. A flying shear is used for this purpose. Most of the flying shears presently in use generate potential energy to effect the shear by a motor driven flywheel or by large direct current motors. These machines presently in use are relatively large and expensive;

My above mentioned flying shear operates as intended butI have found that an unnecessary time delay occurs between the stopping point of expanded inertia initially imparted to the cog wheels and the rotation thereof to a stop or shear start position. This hesitancy or time lapse for the resetting to a start position is of relatively short duration, only a few seconds, but creates an unnecessary delay in the shearing of moving stock. This invention eliminates this delay in rotation to a stop or shear starting position by the use of a centrifugal switch which opens a valve to exhaust air in the pressure end of the power cylinder so that the remaining centrifugal force initially imparted to the cog wheels is utilized to return the cog wheels to a shear starting position where it is maintained in such position by a cam operated valve and brake means. Furthermore, this invention simplifies the structure of the flying shear by eliminating one of the power cylinders thereof and associated valve control means.

SUMMARY OF THE INVENTION An upright frame forms an air pressure tank or. reservoir and horizontally journals shear blade supporting crank means including cog wheels. A one-way cam clutch, supported by the frame, meshes with one of the cog wheels to prevent any reverse rotation. The one-way cam clutch is provided with a brake and a centrifugal switch. A power cylinder, supported by the frame and connected with one of the cog wheels, effects a cutting stroke. A cam operated by one of the cog wheels in turn operates a valve to set the brake at shear starting positionsThe brake is released by a shear signal and the power cylinder is operated for a shearing stroke and returned to start position by a control means including a series of other valves, one of which is operated by the centrifugal switch to exhaust air out of the pressure end of the power cylinder as the cog wheels approach a stop position. Thus, the invention eliminates the time delay in returning the cog wheels and shear blades to a start position by utilizing the inertia imparted to the cog wheels by the power cylinder as a force to return the components to a stop position wherein the brake is actuated to maintain the shear in start or firing position.

The principal object of this invention is to provide a relatively small relatively fast operating flying shear having oppositely disposed shear blades movable from a starting position to a cutting position and on to a stop or shear starting position in a nonreversing and uninterrupted rotary motion by a fluid cylinder, brake and valve control means.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side elevational view of the shear in starting position and illustrating, by dotted lines, the stock shearing position;

FIG. 2 is an elevational view of the opposite side of the shear illustrating, by dotted lines, the stock shearing action;

FIG. 3 is a vertical cross-sectional view taken substantially I along the line 3-3 of FIG. 1;

FIG. 4 is a diagrammatic view illustrating the power cylinder and control means in ready to start position;

FIG. 5 is a diagrammatic view illustrating the power cylinder and control means in shear signal received position;

FIG. 6 is a diagrammatic view illustrating the power cylinder and conn'ol means in shearing position;

FIG. 7 is a diagrammatic view illustrating the power cylinder and control means after the shearing action and at the start of return to a stop position by inertia imparted to the cog wheels;

FIG. 8 is a diagrammatic view illustrating the power cylinder and control means exhausting the pressure end of the DESCRIPTION OF THE PREFERRED EMBODIMENTS Like characters ofrcference designate like parts in those FIGS. of the drawings in which they occur.

In the drawings:

The reference numeral 10 indicates the device, as a whole, which is generally rectangular in overall configuration comprising a frame 12 mounted on bed plates 14. The frame 12 includes a rectangular tank portion 16, having a hollow interior, forming a compressed air reservoir 18. Wall members 20, connected with and extending laterally of one side of the tank, forms a housing for shielding the operating components hereinafter described.

A pair of crank means 22 and 24 extend transversely and horizontally through the tank 16 in vertical spaced relation adjacent one of its ends. Since the crank means and their connection with the tank are substantially identical, only the crank means 22 will be described in detail. A shaft 26 extends horizontally through and projects beyond opposing side walls of the tank 16. A circular bearing support 28 is positioned within a suitable opening 30 extending through the walls of the tank and is secured thereto by welding, as at 32. A pair of end plates 34 and 36 surround the opposite end portions of the shaft 26 within the openings 30. Roller bearings 38 surround the central portion of the shaft 26 within the bearing support '28. A crank arm 22A is secured at one end to one end of the shaft 26 (FIG. 2).

Similarly a crank arm 24A is secured to the shaft of the crank means 24. Shear blades 40 and 42 are secured to and project longitudinally outward of the free end of the crank arms 22A and 24A, respectively. The shear blades are substantially rectangular and their free end cutting edges are disposed perpendicular to the plane of the adjacent wall of the tank 16. The length of the crank arms 22A and 24A, in combination with the blades 40 and 42, is such that the periphery of the circular planes described by the cutting edge of the respective blade are substantially tangent as shown by dotted lines (FIG. 2). The crank means 22 and 24 further include a pair of cooperating cog wheels 44 and 46 respectively connected to the shaft of each crank means opposite the crank arms 22A and 24A.

A fluid operated cylinder 50 is connected at its clevis end to the lower surface of the end portion ofthe frame opposite the pair of crank means 22 and 24. The piston, shown diagrammatically in FIGS. 4 to 10, of the fluid cylinder 50, is connected with a piston rod or ram 52in turn pivotally connected to a peripheral portion of the outer surface of the cog wheel 46 by a pin 55. The longitudinal axis of the fluid cylinder 59 is arranged, when in stopped position, in ofiset relation from the axis of the wheel 46 toward the juncture of the cog wheels 44 and 46 so that the ram 52 may bias the cog wheels to effect a shear as described hereinbelow.

A cam 56 is connected with and projects outwardly of a peripheral portion of the cog wheel 46 for the purposes presently explained.

A cam operated valve 58 is supported by the frame adjacent the periphery of the cog wheel 46 for contact and operation by the cam 56 for stopping the shear return action as hereinafter explained.

A one-way cam clutch 60 is mounted on the end wall of the tank 16 on that side of the cog wheel 46 opposite the cam value 58. The clutch 60 includes a spur gear 62 in mesh with the teeth of the cog wheel 46 for the purposes presently explained.

The cam clutch 60 is provided at one end portion with an air brake 64 for stopping and releasing the cog wheel 46 in combination with the cam valve 58 as hereinafter explained. The other end of the cam clutch 60 is provided with a centrifugal switch CS (FIG. 2) and illustrated diagrammatically in FIGS. 4 through 10. The purpose of the centrifugal switch CS is to operate an air valve to exhaust air from the pressure end of the power cylinder 50 and permit its return to a shear starting position by inertia.

Referring more particularly to FIG. 2, a guide assembly 68 is mounted on that side of the tank 16 having the crank arms 22A and 24A. The guide assembly comprises an elongated tube 70 adjustably connected horizontally to a support plate 72 longitudinally mounted on the adjacent side of the tank 16. The longitudinal axis of the tube 70 is disposed so that the 1on gitudinal axis of the stock 74, to be cut, is centrally positioned between the cutting edges of the plates 40 and 42 when the latter are in stock shearing position. The tube 70 terminates in spaced relation with respect to the circular planes generated by the movement of the crank arms 22A and 24A. The tube 70 extends at its other end beyond the frame 12 where it is circumferentially enlarged to form a funnellike end portion 76 for receiving the bar stock to be cut and guiding the stock into the tube.

An electric eye 78, or other signal generating means, such as a timer, not shown, or a stock contacting switch 79 as shown by dotted lines (FIG. 2), is positioned on or adjacent the tank 16 for initiating a shear signal as hereinafter explained.

Referring more particularly to FIGS. 4 through 10, the drive cylinder 50, cog wheels 44 and 46, cam valve 58, one-way cam clutch 60, brake 64, centrifugal switch 66 and their control means comprising a plurality of valves interconnected by air lines and electrical circuits are diagrammatically illustrated according to their individual and sequence functions to indicate one cycle of the shearing action of the device.

The valves shown in these diagrams, with the exceptions explained, are conventional dual chamber, piston and spring operated type wherein a predetermined air or mechanical pressure shifts the piston against the force of the spring and permits the passage of air through the valve ports in a predetermined pattern, whereas, when pressure against the piston is reduced, the spring operates to shift the valve element to an opposite position for the passage of air. The respective air supply or inlet ports of these valves are indicated by the letter S while the air exhaust ports are shown by the symbol EX. Arrows extending through the respective valve chamber indicate the direction of air flow.

Referring also to FIG. 1, a manually controlled on-off valve 80, is connected with the tank 16 and in turn connected to a spring and piston operated control valve 82. A manually operable spring and piston type valve 84 is connected to a supply port of the valve 82. The supply S and exhaust ports EX of the valve 84 are connected, respectively, by lines 935 and 86, to the clevis'or power end and rod or return end of the power cylinder 50. Valve 84 normally remains in the position shown by FIGS. 4 to 9. One port of the cam valve 58 is connected to the piston P of the valve 82 by a line 87. A piston and spring operated brake valve 88 has one of its ports connected to the brake 64 by a line 89. A first solenoid SOL operates the piston of the brake valve 88. The supply port S of the brake valve 88 is connected to the line 87 between the cam valve 58 and piston P of the valve 82 by a line 90. The solenoid SOL is connected by wires 91 to the electric eye 78 or other shear signal initiating device.

A pressure operated safety switch PS is interposed in one of the wires 91 adjacent the solenoid SOL. The pressure switch PS is connected by a line 92 to the clevis or power end of the cylinder 50 for the purposes presently explained.

Another spring and piston operated exhaust control valve 94 is connected to the exhaust port of the control valve 82. A second solenoid SOL operates the piston of this exhaust valve 94. One end of the winding of this coil is connected by a wire L3 to one contact 96 of the centrifugal switch CS. The other centrifugal switch contact 98 and spring urged switch arm is connected to an electrical energy source wire L1. The other end of the solenoid coil SOL is connected to the other electrical energy source wire L2.

OPERATXON As stated hereinabove the letters S and EX indicate, respectively, the air pressure supply and exhaust ports of the respective valves. in operation H6. 4 illustrates the device and its control means in ready to shear position. in this condition the cog wheel cam 56 has the piston of the cam valve 58 shifted so that pressure from its supply port S is impressed upon the line 87 which shifts the piston P of the valve 82 so that supply pressure passes through this valve and through valve 64 to the pressure end of the cylinder 50. Pressure on the line 87 is also applied to the brake 64 through the brake valve 88 to maintain the brake 64 actuated and lock the cog wheels 44 and 46 in ready to shear position. The centrifugal switch contacts 96 and 98 are closed and no signal is received by the solenoid SOL so that the exhaust valve 94 remains in exhaustposition. Pressure from the power end of the cylinder 50 over the line 92 maintains the pressure switch PS closed.

Referring now to FlG. 5, a shear signal has been received which actuates the solenoid SOL to shift the piston of the brake valve 88 to exhaust air from the brake 64. When the brake 64 is released, pressure in the power end of the cylinder 50 initiates rotation of the cog wheels 44 and 46 so that when the cog wheel cam 56 is rotated out of contact with the cam valve 58 the spring of the cam valve 58 shifts this valve to exhaust position as shown by FlG. 6. This exhausts the pressure within the line 87 releasing the pressure on the piston P of the control valve 82 so that its spring shifts this valve to exhaust position. During this initial start of the shearing operation centrifugal force opens the centrifugal switch contacts 96 and 98 so that the solenoid SOL is not activated and the spring of the exhaust valve 94 shifts this valve to close position thus gal switch CS still maintains its contacts 96 and 98 open so that no signal is received by the solenoid SOL to operate the exhaust valve 94. The pressure switch PS may close during this action by pressure in the line 92 but even if a shear signal is received by the solenoid SOL, to shift the brake valve 88 to exhaust position, such action will not efi'ect the sequence of operation because the brake valve 88 is being exhausted through the cam valve 58. It is at this point that the one-way cam clutch 60 is effective in preventing a back-lash or return movement in an opposite direction of rotation of the cog wheels 44 and 46.

This condition quickly changes, as illustrated by FIG. 8, wherein the centrifugal force is reduced, by the piston of the cylinder 50 starting to compress air within its power end, which slows the cog wheels rotary motion and permits the switch contacts 96 and 98 to close energizing the solenoid SOL so that the exhaust valve 94 is shifted to exhaust position to exhaust pressure out of the power end of the cylinder 50 through the valves 84 and 82. The remaining inertia force completes the cycle.

As shown in FIG. 9, inertia has returned the cog wheels to shear start position wherein the cog wheel cam 56 contacts and actuates the cam valve 58 shifting its piston so that air pressure entering its port S is transmitted over the lines 87 and 90 through the brake valve 88 and to the brake 64 over its line 89 to set the brake and maintain the cog wheels in shear start position. Pressure on the line 87 and against the piston end P of the control valve 82 simultaneously shifts this valve to again apply pressure to the power end of the cylinder 50. Pressure build-up in the power end of the cylinder 50 and in the pressure switch line 92 closes the pressure switch PS at its predetermined setting, thus, placing the shear in ready to start position completing one cycle of this operation.

Referring now more particularly to FIG. 10, an alternative arrangement of the shear includes a second power cylinder 100 which is supported at its clevis end by the frame and is similarly connected at its piston rod end to the cog wheel 44 for cooperative action with the power cylinder 50. The second or auxiliary power cylinder 100 is similarly connected at its respective ends to the lines 85 and 86. A manually operated switch MS is interposed in the signal wiring and connected with the two solenoids for actuating them and moving the shear under certain conditions. When it is desired to move the shear blades and associated components without a full cycle of operation, the cam of the cam valve 58 is maintained actuated, as by tying it with a wire, not shown, in cam operated position so that the cam valve 58 applies pressure to the line 87. The manual switch MS is closed which activates the solenoids SOL and SOL, respectively, releasing the brake valve 88 and shifting the exhaust valve 94 to exhaust position. Releasing the brake 64 permits the power cylinder to move the cog wheels through a stock shearing position and to approximately the position shown by FIG. 7. In order to return the cog wheels and shear components to start position, the manually operated valve 84 is then manually shifted so that supply pressure S is applied to the return end of the power cylinders 50 and 100, if the latter one is used, while exhausting the power end of the cylinders. in this manner the cog wheels and their components may be slowly returned to shear start position wherein, with the cam valve 58 released, the cog wheel cam 56 contacts the cam valve 58 to set the brake 64 as heretofore explained.

While air under pressure is described and illustrated as a ing: a frame; a pair of crank means journaled bysaid frame and rotatable to a stock cutting position, said crank means including cooperating cog wheels; power cylinder means connected with said crank means for moving the latter from a starting position to effect a cutting stroke-means for suppJlying fluid under pressure to said power cylinder means; rake means operatively connected with said crank means; means controlling the supply of fluid to the power end of said cylinder means to complete a cutting cycle; and signal means initiating the action of said controlling means.

2. Structure as specified in claim 1 in which said brake means further includes a one-way clutch mounted on said frame, said clutch having a gear engaging one said cog wheel, and a brake connected with said clutch for stopping said gear.

3. Structure as specified in claim 2 in which said controlling means includes a cam mechanism; a control valve connected with said cam mechanism; means connecting said control valve with said cam mechanism; a brake operating means connected with said brake and said cam mechanism; an exhaust valve connected with said power cylinder means; and means controlling the operation of said cam mechanism and brake operating means.

4. Structure as specified in claim 3 in which the last mentioned means includes a cam on one said cog wheel releasably contacting said cam mechanism as said one cog wheel rotates whereby said cam mechanism operates said brake operating means to set the brake in response to a predetermined rotated position of said one cog wheel. I

5. Structure as specified in claim 4 in which said signal means includes a tripping means connected with said brake operating means for releasing said brake.

6. Structure as specified in claim 1 in which said signal means further includes a tripping means connected with said exhaust valve, and a centrifugal force responsive member driven by said cog wheels and connected with and operating said tripping means for opening said exhaust valve to exhaust position in response to a predetermined decrease of inertial force of said cog wheels.

7. Structure as specified in claim 4 in which said signal means further includes a tripping means connected with said exhaust valve, and a centrifugal force responsive member driven by said cog wheels and connected with and operating said tripping means for opening said exhaust valve to exhaust position in response to a predetermined decrease of inertial force of said cog wheels. 

